Timing gearing



Aug. 4, 1931. a. a. POYER 1,817,645

TIMING GEARING Filed Feb. 21, 1930 A TTORNE Y.

Patented Aug. 4, 1931 GUY R. POYER, or w'ronrra, KANSAS v TIMING GEARING Application filed February 21, 1930. Serial No. 430,264.

This invention relates to a timing gearing for internal combustionengines and the primaryobject is to provide a simple, easily constructed timing gearing particularly designed for internal combustion engines of the radial type. The invention is especially designed but not necessarily limited to radial type aviation engines and the gearing is so constructed that it may easily be applied to the engine block within a circular space already present in this type of engine so that it will not be necessary to supply an extra gear case in order to applyrthe timing gearing. I v

The invention will be readily understood by reference to the following description in connection with the accompanying drawings in which: s

Fig. 1 is a diagrammatical view of the end of a radial engine to which my inventionis applied. Fig. 2 is an enlarged partial elevation of the timing gearing.

Fig. 3 is a cross-sectional view through one v of the valvelifter members and through one end of thecarrier, the 'end of the valve lifter being shown in elevation,

Fig. 4 is a-partial end view of an opposed crank, staggered cylinder, radial engine to which my invention is applied.

Fig. 5 is a fragmentary enlarged view of a modified form of the invention for the opposed crank, staggered cylinder engine and Fig. 6 is a modified form of valve lifter. For the purpose of illustration, I have shown the invention in Figurel applied to a five-cylinder radial engine, the cylinders being designated by the reference numerals 1, 2, 3,4and 5. Each cylinder is provided with an intake valve 6 and an exhaust valve 7.

The push rods 8 and 9 are of usual construction as are also the valve lifters 10 and 11 except the'modification shown in'Figure 6. In other words, the engine proper follows 5 11 theusual' practice.

Located concentrically 0n the engine block is a fixed internally geared ring 12 and loose- :lymounted on the crank shaft 13 of the engine is a. carrier l ljfor the valve lifter actuators. The carrier is shown ashaving radial arms 15, 16 and 17 on the ends of which are mounted revolving geared rollers 18, 19 and 20. The rollers'can be rotatably supported on the arms by pins or stub shafts 21 but this detail is not important; Each roller has peripheral teeth 22 which mesh with the internal teeth 23 of the ring 12 and which also mesh with the peripherial teeth 24 of a sun gear 25 fast on the crankshaft 13. Each roller has an offset circumferential shoulder or valve lifterengaging portion 26 which rides on the end of the valve lifters to actuate the push rods for the intake and exhaust valves, the latter operating in the usualway. It is to be understood, of course, 1 that the valve lifters are supported in guides following the common practice so it is deemed necessary to illustrate the guides in this application. I

Assuming the parts to be assembled and;- the crank shaft to be rotating in a counterclockwise direction,the carrier 14 will be rotatedin .a counter-clockwise direction because the sun gear fixed on the crank shaft is in mesh with'the planetating gears 18,19,

and 20. The planetatinggears, as above indicated, are also in mesh with the internal teeth 23of the ring gear 12. Therefore, the

.planetating gears or rollers will-revolve about the axis of the crank shaft in a counterclockwise direction-but theywill rotate on theirown axes in a clockwise direction. The inner ends of the valve lifters willoverlap the inner edge of thering gear 12 so that as the planetating'gears revolve about the axis of the crank shaft,ithe shoulders or roller portions of certain of the planetating gears will a-lternately engage the valve lift- .ers for the'exhaust and intake valves of some of-the cylinders while another rolleris alternately opening the intake or one'cylinder and moving over to open the exhaust of another cylinder as .indicated in Figure 1. Therefore, some of the cylinders are exhausting, some cylinders'have both valves closed. and some cylinders are taking in fuel at the same. time following the known practice of this typeof motor. Theg'ears will have the proper ratio to, effect the proper timing as will be well 'understoo d.

It will be observed that with the construction shown, a camming action is obtained for the valve lifters by a circumferential actuator such as a roller. The rollers ride into con- 1 tact with the valve lifters and since the roller surtaces are generated on symmetrical curves,

there will be no friction between the actuator and the valve lifter as would bepresentwhere an irregular surface such as a cam surface is employed nor will there be liability of shocks to induce poundin'g'ot' the valves on their seats.

In Figures 4 and 5, I have shown the invention arranged for a'twin-cylinder engine, that is, where a double bank of cylinders is employed using crank shafts with opposed cranks one hundred and-eighty degrees apart. In "this construction, the valve litters will have heads, each operating two pus'h rods. The Valve lifter 10 in Figure 5 isshown as provided with a head 27 having seats 28 to operate two push-rods 29 and 30. Thepushrod '29 will openthe exhaust oi one cylinder-of one bank while the rod 30 is opening the inlet valve of one Cylinder of the other bank. In a llo'ther respects,the modification operates in accordance with the preferred form.

Under cert'ainconditions, Imayfind it-advisable to have arel'ative'l-y'slow lift of the valveli tters, a relatively short period when the valve will be standing wide open and a relatively slow closing =ot the valve. The word relatively is used advisedly having in mi-ntlthat in a'ny internal combustion engine, the opening and closing movements of any "valves are comparatively ra'pid.

In Figure 6 I have shown a modified form of valve lifter designated 31 with a crosshead 32 provided with a central that lower portion 33 and two curved end portions 34L and-35. As the rollers rideon 34, theangle of the curve is suo'h that th'e valve 'lifter will begin to move outwardly relatively slow because the curve 34 approaches the-ourveo't' the contour of. the roller. As the valve lifter 's'tarts to inove,-the roller will roll on the straight middle portion to eiiect "t-heana xiln'un'i lift on 'the'valve litter, then, it will ride ofi on thecurvedportion 35 and fi'nally leave the valve lifter'itithout having induced any shock or pounding thereto. Obviously, the end of the valve lifter 31 may partake of different'sha'pes to meet the desired conilitions under "which the motor is "to' operate.

It might be well 'to state here that'the ratio between the sun gear and the planetating gears fora five-oylinder engine will be approximatel sixto one and that fora 'dif'ferent number of cylinders, a different :ge'a'r tooth ratio will be used, the {ratio in "each case being one in eX'cess of the nuniber of cylinders employed torbne bank.

From the =foreg'oing it will be apparent that the timing gearingi-s simple in construction, that it is easily assembled and that it may be readily applied to existing types'ot radial engines without the necessity of materially altering the engine and that the shocks to valve litters, push rods and valves will be reduced to a minimum it not entirely eliminated.

What I claim and desire-to secure loy Letters-Patent is l. A timing gearing for internal combustion engines comprising a carrier rotatable about acommon axis and revolving valve lifter actuators mounted on the carrier in spaced relation, said litters comprising planetary gears having valve litter engaging portions.

2. A timing gearing for internal combustion engines comprising a carrier -rotatable about a common axis and r'evolving valve litter actuators mounted o'n'the carrier in spaced'relation, said lifters comprising planetary gears having concentric valve lifter engaging portions.

3. A timing gearing comprising'an internally toothed ring gear, a sun gear concentric with the ring gear, plane'tating gears meshing with the sun gear and'the'ring gear and valve litter engaging portions on the planetating gears.

'4. 'Atiming gearing comprisingan internally toothed ring gear, a sun gear-concentrio with the ring gear, pla'netating gears meshing with the sun gear and the ring gear and concentric valve lifter engaging [portions on the planetating gears.

5. A timing gearing comprising an internally too thedring gear, a'sun gear concentric with the ring gear, planetatingigears meshingwith the'sun gear-andthe ring gear and circular valve lifter-engaging portions rigid with but'ofi's'et fromtheplanetating gears.

6. A timing gearing for internalcombustion engines comprising a carrier having radial arms and revolving valve lifter a'ctuators carried by the endsofthe radial'arms.

7. A timing gearing comprising'a =rotatable memher having. radial arms, revolving valve lifterengaging rollers carried byth'e armsand means forjpositively driving said rollers. v v I 8. A "timing gearing for internalconibus- 'tion engines comprising acarrier rotatable about a common axis, revolving valve lifter actuators mounted on the carrier, valve lifters having portions to be engaged by the actuators and means on the valve lifters for actuating a plurality of push :rods.

9. A timing gearingcomprising' a'rotatable member, revolving val-ve' ilifter actuators mounted on the member "and independently rotatable and valve liftersihaving curved portions on their lower ends offset with respect to the longitudinal 'centers 'of the valve lifters.

10. A timing gearing for internal combustion engines comprising a rotatable carrier, Valve lifter actuators mounted on the carrier 7 having independent rotative movement and valve lifters radially disposed about the carrier having cam-shaped ends.

In testimony whereof I aflix my signature.

GUY R. POYER. 

